DE102021212312A1 - METHOD OF CONTROLLING A HEATING OF A VEHICLE THERMAL MANAGEMENT SYSTEM - Google Patents

Abstract

A method for controlling heating of a vehicle thermal management system is provided. The method includes activating, by a controller, a compressor of an HVAC subsystem when heating of a passenger compartment is required and determining whether a heat output from a powertrain component is greater than or equal to a reference heat output. A powertrain side pump is activated and a battery side pump is stopped when the heat output is greater than or equal to the reference heat output. A refrigerant circulating in the HVAC subsystem performs heat exchange with a powertrain coolant that has absorbed heat from the powertrain component.

Description

TECHNICAL AREA

The present disclosure relates to a method of controlling heating of a thermal management system of a vehicle, and more particularly to a method of controlling heating of a thermal management system of a vehicle in which a refrigerant used in a heating, ventilation, and air conditioning (HVAC) subsystem; heating, ventilation, and air conditioning subsystem) circulates, selectively recovers heat from ambient air and/or waste heat from electrical/electronic components according to driving conditions, vehicle loading conditions and HVAC subsystem heating operation conditions during HVAC subsystem heating operation.

BACKGROUND

With increasing interest in energy efficiency and environmental issues, there is a demand for the development of environmentally friendly vehicles that can replace internal combustion engine vehicles. Such eco-friendly vehicles are divided into electric vehicles powered using fuel cells or electricity as a power source, and hybrid vehicles powered using an engine and a battery system.

Existing electric vehicles and hybrid vehicles have employed an air-cooled battery cooling system that uses cold cabin air. In recent years, research is underway on a water-cooled battery cooling system that water-cools the battery to extend the all electric range (AER) to 300 km (200 miles) or more. In particular, the energy density can be increased by adopting a structure that cools the battery in a water-cooled manner using a heating, ventilation, and air conditioning (HVAC) system, a chiller, and the like. In addition, the water-cooled battery cooling system can make the battery system compact by reducing distances between battery cells, and improve the performance and durability of the battery by maintaining a uniform temperature between battery cells.

In order to implement the water-cooled battery cooling system described above, research is being conducted on a thermal management system of a vehicle that is equipped with a powertrain cooling subsystem for cooling an electric motor and electrical/electronic components, a battery cooling subsystem for cooling a battery, and an HVAC subsystem for heating or cooling air in a passenger compartment is integrated. The HVAC subsystem includes a refrigerant loop fluidly connected to an evaporator, a compressor, a condenser, and an expansion valve located upstream of the evaporator, and refrigerant can circulate through the refrigerant loop.

The powertrain cooling subsystem includes a powertrain coolant loop fluidly connected to the electrical/electronic components (an electric motor, an inverter, etc.), and coolant may be circulated through the powertrain coolant loop. The coolant circulating through the powertrain coolant loop may be cooled by a radiator.

The battery cooling subsystem includes a battery coolant loop fluidly connected to the battery and a battery chiller, and coolant can be circulated through the battery coolant loop. The battery chiller may be configured to transfer heat between a branch line branching off from the refrigerant loop and the battery coolant loop. In the battery chiller, the coolant cooled by the refrigerant can cool the battery.

Since an ordinary electric vehicle does not have an internal combustion engine, it cannot utilize waste heat from the internal combustion engine, and therefore it is configured to heat the passenger compartment using an electric heater. The coefficient of performance (COP) of the electric heater is 0.8-0.9, while the COP of the HVAC subsystem (heat pump system) is 2.5. Consequently, it may be better to heat the passenger compartment by heating the HVAC subsystem to increase the all-electric range.

Since the power consumed during heating operation of the HVAC subsystem is reduced by approximately 24% compared to the power consumed by the electric heater, the all-electric driving range can be improved by heating operation of the HVAC subsystem. When the HVAC subsystem is operating in a cooling mode, the all-electric range of the EV while driving is reduced by approximately 27% compared to when the HVAC subsystem is not operating. Additionally, when the HVAC subsystem is operating in a heating mode, the all-electric range of the EV while driving is reduced by approximately 45% compared to when the HVAC subsystem is not operating.

The above information described in this Background section is provided to help understanding the background of the inventive concept, and may include any technical concept which is not considered to be prior art which is likely to occur to someone skilled in the art technology is already known.

SUMMARY

The present disclosure has been made in order to solve the above-mentioned problems encountered in the prior art while keeping intact the advantages achieved by the prior art.

One aspect of the present disclosure provides a method for controlling heating of a thermal management system of a vehicle in which a refrigerant circulating in a heating, ventilation, and air conditioning (HVAC) subsystem selectively removes heat from ambient air and/or waste heat from electrical/electronic components according to driving conditions, loading conditions of the vehicle, heating operation conditions of the HVAC subsystem, etc. during the heating operation of the HVAC subsystem, thereby achieving an evaporating performance of the refrigerant.

According to one aspect of the present disclosure, a method for controlling heating of a vehicle thermal management system including an HVAC subsystem may include: activating, by a controller, a compressor of the HVAC subsystem when heating a passenger cabin is required; determining, by the controller, whether a heat rejection from a powertrain component is greater than or equal to a reference heat rejection; and activating a powertrain-side pump and stopping a battery-side pump by the controller when the heat output is greater than or equal to the reference heat output, wherein a refrigerant circulating in the HVAC subsystem can heat exchange with a powertrain coolant that heats from the powertrain component has absorbed.

The method may further include activating, by the controller, the powertrain-side pump and the battery-side pump when the heat rejection is less than the reference heat rejection, wherein the refrigerant circulating in the HVAC subsystem can heat exchange with a battery coolant that has absorbed heat from the ambient air while exchanging heat with the powertrain coolant that has absorbed heat from the powertrain component. The battery-side pump may be configured to allow battery coolant to flow through a battery cooler, the battery cooler may be configured to contact ambient air, and the powertrain-side pump may be configured to allow powertrain coolant to flow flows through the powertrain component.

The method may further include: monitoring, by the controller, a temperature of powertrain coolant that has absorbed heat from the powertrain component and a temperature of battery coolant that has absorbed heat from ambient air; calculating, by the controller, a temperature difference value between the temperature of the powertrain coolant and the temperature of the battery coolant; and determining by the controller whether the temperature difference value is greater than or equal to a reference value, wherein the controller may be configured to determine that the heat output is greater than or equal to the reference heat output if the temperature difference value is greater than or equal to the reference value is the same, and the controller may be configured to determine that the heat output is less than the reference heat output when the temperature difference value is less than the reference value

The temperature of the powertrain coolant may be measured by a first coolant temperature sensor located on the downstream side of the powertrain component along a flow direction of the powertrain coolant, and the temperature of the battery coolant may be measured by a second coolant temperature sensor located on the downstream side of the battery cooler is arranged in a flow direction of the battery coolant.

According to another aspect of the present disclosure, a method for controlling heating of a thermal management system of a vehicle including an HVAC subsystem may include: activating, by a controller, a compressor of the HVAC subsystem when heating a passenger cabin is required; determining, by the controller, whether a heat load required for heating operation of the HVAC subsystem is less than or equal to a first reference load; and the controller activating a battery-side pump and stopping a powertrain-side pump when the thermal load is less than or equal to the first reference load, wherein a refrigerant circulating in the HVAC subsystem can heat-exchange with a battery coolant that receives heat from the environment exercise air has absorbed and the battery-side pump can be configured to operate at a first RPM.

The method may further include: determining, by the controller, whether the thermal load exceeds the first reference load and is less than or equal to a second reference load; and activating, by the controller, the powertrain-side pump and the battery-side pump when the thermal load exceeds the first reference load and is less than or equal to the second reference load, wherein the second reference load may be higher than the first reference load circulating in the HVAC subsystem Refrigerant can exchange heat with a powertrain coolant that has absorbed heat from a powertrain component and from the ambient air while exchanging heat with the battery coolant that has absorbed heat from the ambient air, the battery-side pump can be configured to operate at a second speed that is greater than the first speed and the driveline-side pump may be configured to operate at a fourth speed.

The method may further include: determining, by the controller, whether the heat load exceeds the second reference load and a heat rejection from the powertrain component is less than a heat capacity generated by heating operation of the HVAC subsystem; and activating, by the controller, the powertrain-side pump and the battery-side pump when the heat load exceeds the second reference load and the heat rejection is less than the heat capacity. The refrigerant circulating in the HVAC subsystem can exchange heat with the powertrain coolant, which has absorbed heat from the powertrain component and from the ambient air, while it exchanges heat with the battery coolant, which has absorbed heat from the ambient air. The battery-side pump can be configured to act at a third speed that is greater than the second speed, and the driveline-side pump may be configured to act at a fifth speed that is greater than the fourth speed.

The method may further include: blocking the powertrain coolant from flowing through a powertrain cooler and allowing the powertrain coolant to flow through the powertrain component when the heat load exceeds the second reference load and the heat rejection is greater than or equal to the heat capacity; and the controller activating the driveline-side pump and stopping the battery-side pump. The refrigerant circulating in the HVAC subsystem may exchange heat with the powertrain coolant that has absorbed heat from the powertrain component, and the powertrain-side pump may be configured to operate at the fifth speed.

The battery-side pump may be configured to allow battery coolant to flow through a battery cooler, the powertrain-side pump may be configured to allow powertrain coolant to flow through a powertrain component and a powertrain cooler, the battery cooler may be configured to to come into contact with the ambient air, and the powertrain cooler may be configured to come into contact with the ambient air.

character list

• 1 ein Wärmemanagementsystem eines Fahrzeugs nach einer beispielhaften Ausführungsform der vorliegenden Offenbarung veranschaulicht;
• 2 einen Ablaufplan eines Verfahrens zum Steuern eines Heizens eines Wärmemanagementsystems eines Fahrzeugs nach einer beispielhaften Ausführungsform der vorliegenden Offenbarung veranschaulicht;
• 3 einen Ablaufplan eines Verfahrens zum Steuern eines Heizens eines Wärmemanagementsystems eines Fahrzeugs nach einer anderen beispielhaften Ausführungsform der vorliegenden Offenbarung veranschaulicht; und
• 4 einen Ablaufplan eines Verfahrens zum Steuern eines Heizens eines Wärmemanagementsystems eines Fahrzeugs nach einer anderen beispielhaften Ausführungsform der vorliegenden Offenbarung veranschaulicht.

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which:

• 1 illustrates a thermal management system of a vehicle according to an exemplary embodiment of the present disclosure;
• 2 12 illustrates a flowchart of a method for controlling heating of a thermal management system of a vehicle according to an exemplary embodiment of the present disclosure;
• 3 12 illustrates a flowchart of a method for controlling heating of a thermal management system of a vehicle according to another exemplary embodiment of the present disclosure; and
• 4 12 illustrates a flowchart of a method for controlling heating of a thermal management system of a vehicle according to another exemplary embodiment of the present disclosure.

DETAILED DESCRIPTION

Hereinafter, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Throughout the drawings, the same reference numbers will be used to refer to the same or equivalent elements. In addition, a detailed description of well-known techniques associated with the present disclosure will be excluded or omitted in order to avoid the inconvenience not to unnecessarily obscure the gist of the present disclosure.

While an example embodiment is described as using a plurality of units to perform the example process, it is understood that the example processes may also be performed by one module or a plurality of modules. Additionally, it is understood that the term controller/control unit refers to a hardware device that includes a memory and a processor and is specifically programmed to perform the processes described herein. The memory is configured to store the modules and, in particular, the processor is configured to execute the modules to perform one or more processes described below.

Furthermore, the control logic of the present disclosure may be embodied as non-transitory computer-readable media on a computer-readable medium containing executable program instructions that are executed by a processor, controller/controller, or the like. Examples of the computer readable media include, but are not limited to, ROM, RAM, compact disc ROMs (CD ROMs), magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable recording medium may also be distributed in network-coupled computer systems such that the computer-readable medium is stored and executed in a distributed manner, e.g., by a telematics server or a controller area network (CAN).

Terms such as first/first, second/second/second, A, B, (a) and (b) may be used to describe the elements in example embodiments of the present disclosure. These terms are used only to distinguish one element from another element, and the inherent characteristics, order, and the like of the corresponding elements are not limited by the terms. Unless otherwise defined, all terms, including technical and scientific terms, used herein have the same meanings as commonly understood by one of ordinary skill in the art to which this disclosure pertains. Such terms as those defined in a commonly used dictionary are to be interpreted as having meanings equivalent to the contextual meanings in the relevant field of technology, and not to be interpreted as having ideal or overly formal meanings when the same are used in the present application are not clearly defined to have such.

In this specification, the term “heat load” is defined as the amount of heat required to maintain a desired heating temperature, which is set by a user or automatically set by a controller according to vehicle interior/exterior conditions, etc.

In this specification, the term "heat capacity" is defined as the amount of heat that an interior condenser in a heating, ventilation, and air conditioning (HVAC) subsystem provides to a passenger compartment when the HVAC subsystem is operating in a heating mode.

In relation to 1 , a vehicle thermal management system according to an exemplary embodiment of the present disclosure may include an HVAC subsystem 11 having a refrigerant loop 21 through which refrigerant is circulated, a battery cooling subsystem 12 having a battery coolant loop 22 through which battery coolant for cooling a battery pack 41 and a powertrain cooling subsystem 13 having a powertrain coolant loop 23 through which powertrain coolant circulates for cooling powertrain components (an electric motor 51 and electrical/electronic components 52).

The HVAC subsystem 11 may be configured to heat or cool air in the vehicle cabin using the refrigerant circulating in the refrigerant loop 21 . The refrigerant loop 21 may be fluidly connected to an evaporator 31 , a compressor 32 , an indoor condenser 33 , a heating-side expansion valve 16 , a water-cooled heat exchanger 70 , an outdoor heat exchanger 35 , and a cooling-side expansion valve 15 . In 1 The refrigerant can flow through the compressor 32, indoor condenser 33, heating-side expansion valve 16, water-cooled heat exchanger 70, outdoor heat exchanger 35, cooling-side expansion valve 15, and evaporator 31 in order through the refrigerant loop 21.

The evaporator 31 may be configured to evaporate the refrigerant received from the cooling-side expansion valve 15 . In other words, the refrigerant expanded by the cooling-side expansion valve 15 can be vaporized by absorbing heat from the air in the evaporator 31 . During a cooling operation of the HVAC subsystem 11, the evaporator 31 may be configured to cool the air below using the refrigerant cooled by the outdoor heat exchanger 35 and expanded by the cooling-side expansion valve 15, and the air cooled by the evaporator 31 can be introduced into the passenger compartment.

Compressor 32 may be configured to compress refrigerant received from evaporator 31 and/or a battery chiller 37 . According to an exemplary embodiment, compressor 32 may be an electric compressor powered by electrical energy. The interior condenser 33 may be configured to condense the refrigerant received from the compressor 32 and consequently the air flowing through the interior condenser 33 may be heated by the interior condenser 33 . While the air heated by the interior condenser 33 is introduced into the passenger compartment, the passenger compartment can be heated. The refrigerant condensed in the indoor condenser 33 can have a relatively low temperature, and therefore the refrigerant with a low temperature can flow into the water-cooled heat exchanger 70 .

The outdoor heat exchanger 35 may be arranged adjacent to a front grille of the vehicle. Since the outdoor heat exchanger 35 is exposed to the outside, heat can be transferred between the outdoor heat exchanger 35 and the outside air. An active louver 88 can open and close the vehicle's front grille. During cooling operation of the HVAC subsystem 11 , the outdoor heat exchanger 35 may be configured to condense the refrigerant received from the indoor condenser 33 . In other words, the outdoor heat exchanger 35 can act as an outdoor condenser that condenses the refrigerant by transferring heat to the ambient air during the cooling operation of the HVAC subsystem 11 . During a heating operation of the HVAC subsystem 11 , the outdoor heat exchanger 35 may be configured to vaporize the refrigerant received from the water-cooled heat exchanger 70 . In other words, the outdoor heat exchanger 35 can function as an outdoor evaporator that evaporates the refrigerant by absorbing heat from the ambient air during the heating operation of the HVAC subsystem 11 . Specifically, the outdoor heat exchanger 35 may be configured to heat-exchange with the ambient air forcedly blown by a cooling fan 75 to further increase the heat transfer rate between the outdoor heat exchanger 35 and the ambient air.

The water-cooled heat exchanger 70 may be configured to transfer heat between the refrigerant loop 21 of the HVAC subsystem 11 , the battery coolant loop 22 of the battery cooling subsystem 12 , and the powertrain coolant loop 23 of the powertrain cooling subsystem 13 . In particular, the water-cooled heat exchanger 70 can be arranged between the indoor condenser 33 and the outdoor heat exchanger 35 in the refrigerant loop 21 . The water-cooled heat exchanger 70 may include a first passage 71 fluidly connected to the powertrain coolant loop 23 , a second passage 72 fluidly connected to the battery coolant loop 22 , and a third passage 73 fluidly connected to the refrigerant loop 21 .

During heating operation of the HVAC subsystem 11 , the water-cooled heat exchanger 70 may be configured to vaporize the refrigerant received from the indoor condenser 33 using heat transferred from the powertrain cooling subsystem 13 . In other words, during heating operation of the HVAC subsystem 11 , the water-cooled heat exchanger 70 may act as an evaporator that vaporizes the refrigerant by recovering waste heat from the electric motor 51 and electrical/electronic components 52 of the powertrain cooling subsystem 13 .

During cooling operation of the HVAC subsystem 11 , the water-cooled heat exchanger 70 may be configured to condense the refrigerant received from the indoor condenser 33 . The water-cooled heat exchanger 70 may act as a condenser that condenses the refrigerant by cooling the refrigerant using the battery coolant circulating in the battery coolant loop 22 of the battery cooling subsystem 12 and the powertrain coolant circulating in the powertrain coolant loop 23 of the powertrain cooling subsystem 13 .

The heating-side expansion valve 16 may be located on the upstream side of the water-cooled heat exchanger 70 in the refrigerant loop 21 . In particular, the heating-side expansion valve 16 can be arranged between the indoor condenser 33 and the water-cooled heat exchanger 70 . During the heating operation of the HVAC subsystem 11 , the heating-side expansion valve 16 may be configured to adjust the flow of refrigerant or the flow rate of refrigerant flowing into the water-cooled heat exchanger 70 . The heating-side expansion valve 16 may be configured to expand the refrigerant received from the indoor condenser 33 during heating operation of the HVAC subsystem 11 .

According to an exemplary embodiment, the heating-side expansion valve 16 may be an electronic expansion valve (EXV) that has a drive motor 16a. The drive motor 16a may have a shaft movable to open or close an orifice defined in a valve body of the heating-side expansion valve 16, and the position of the shaft may be varied depending on the direction of rotation, degree of rotation, and the like of the drive motor 16a and consequently, the opening degree of the heating-side expansion valve 16 in terms of opening can be varied. A controller 100 may be configured to perform operation of the drive motor 16a. The heating side expansion valve 16 may be a full open type EXV.

The degree of opening of the heating-side expansion valve 16 can be varied by the controller 100 . As the opening degree of the heating-side expansion valve 16 is varied, the flow rate of the refrigerant guided toward the third passage 73 can be varied. The heating side expansion valve 16 may be operated by the controller 100 during heating operation of the HVAC subsystem 11 .

The cooling-side expansion valve 15 may be arranged between the outdoor heat exchanger 35 and the evaporator 31 in the refrigerant loop 21 . Since the cooling-side expansion valve 15 is located on the upstream side of the evaporator 31 , it can adjust the flow of the refrigerant or the flow rate of the refrigerant flowing into the evaporator 31 . During the cooling operation of the HVAC subsystem 11 , the cooling-side expansion valve 15 may be configured to expand the refrigerant received from the outdoor heat exchanger 35 .

According to an exemplary embodiment, the cooling-side expansion valve 15 may be a thermal expansion valve (TXV) that senses the temperature and/or pressure of the refrigerant and adjusts the opening degree of the cooling-side expansion valve 15 . Specifically, the cooling-side expansion valve 15 may be a TXV that includes a shutoff valve 15a that selectively blocks the flow of refrigerant toward an inner passage of the cooling-side expansion valve 15, and the shutoff valve 15a may be a solenoid valve. The shutoff valve 15a can be opened or closed by the controller 100, thereby shutting off or releasing the flow of the refrigerant toward the cooling-side expansion valve 15.

While the shutoff valve 15a is opened, the refrigerant can be allowed to flow into the cooling-side expansion valve 15 , and while the shutoff valve 15a is closed, the refrigerant can be blocked from flowing into the cooling-side expansion valve 15 . According to an exemplary embodiment, the check valve 15a can be mounted inside a valve body of the refrigeration-side expansion valve 15 and thereby open or close the inner passage of the refrigeration-side expansion valve 15 . According to another exemplary embodiment, the shutoff valve 15a may be located on the upstream side of the refrigeration-side expansion valve 15 and thereby selectively open or close an inlet of the refrigeration-side expansion valve 15 .

When the shutoff valve 15a is closed, the cooling-side expansion valve 15 can be shut off, and thus the refrigerant can be guided only into the battery chiller 37 without flowing into the cooling-side expansion valve 15 and the evaporator 31 . In other words, when the shutoff valve 15a of the cooling-side expansion valve 15 is closed, the cooling operation of the HVAC subsystem 11 cannot be performed but only the battery chiller 37 can be cooled or the heating operation of the HVAC subsystem 11 can be performed. When the shutoff valve 15a is opened, the refrigerant can be guided into the cooling-side expansion valve 15 and the evaporator 31 . In other words, when the shutoff valve 15a of the cooling-side expansion valve 15 is opened, the cooling operation of the HVAC subsystem 11 can be performed.

The HVAC subsystem 11 may include an HVAC enclosure 30 having an inlet and an outlet, and the HVAC enclosure 30 may be configured to direct the air into the passenger compartment of the vehicle. The evaporator 31 and the indoor condenser 33 may be located inside the HVAC case 30 . An air mixing door 34a may be disposed between the evaporator 31 and the indoor condenser 33 , and a positive temperature coefficient (PTC) heater 34b may be located on the downstream side of the indoor condenser 33 .

The HVAC subsystem 11 may further include an accumulator 38 disposed between the evaporator 31 and the compressor 32 in the refrigerant loop 21 , and the accumulator 38 may be located on the downstream side of the evaporator 31 . The accumulator 38 may be configured to separate liquid refrigerant from refrigerant received from the evaporator 31 , thereby preventing the liquid refrigerant from being directed towards the compressor 32 .

The HVAC subsystem 11 may further include a branch line 36 that branches off from the refrigerant loop 21 . The branch pipe 36 may be branched from an upstream point of the refrigeration-side expansion valve 15 in the refrigerant loop 21 and connected to the compressor 32 . The battery chiller 37 may be fluidly connected to the branch line 36 and the battery chiller 37 may be configured to transfer heat between the branch line and the battery coolant loop 22 to be described below. In other words, the battery chiller 37 may be configured to transfer heat between the refrigerant circulating in the HVAC subsystem 11 and the battery coolant circulating in the battery cooling subsystem 12 .

Specifically, battery chiller 37 may include a first passage 37a fluidly connected to branch line 36 and a second passage 37b fluidly connected to battery coolant loop 22 . The first passage 37a and the second passage 37b may be adjacent to or in contact with each other within the battery chiller 37 and the first passage 37a may be fluidly isolated from the second passage 37b. Accordingly, the battery chiller 37 may be configured to transfer heat between the battery coolant flowing through the second passage 37b and the refrigerant flowing through the first passage 37a. The branch line 36 can be fluidly connected to the accumulator 38 and the refrigerant flowing through the branch line 36 can be received in the accumulator 38 .

A chiller-side expansion valve 17 may be located on the upstream side of the battery chiller 37 in the branch line 36 . The chiller-side expansion valve 17 may be configured to adjust the flow of refrigerant or the flow rate of refrigerant flowing into the battery chiller 37 , and the chiller-side expansion valve 17 may be configured to expand refrigerant received from the outdoor heat exchanger 35 .

According to an exemplary embodiment, the chiller-side expansion valve 17 may be an electronic expansion valve (EXV) that includes a drive motor 17a. The drive motor 17a may have a shaft movable to open or close an orifice defined in a valve body of the chiller-side expansion valve 17, and the position of the shaft may be varied depending on the direction of rotation, degree of rotation, and the like of the drive motor 17a and consequently, the opening degree of the chiller-side expansion valve 17 can be varied. In other words, the controller 100 may be configured to operate the driving motor 17a to vary the opening degree of the chiller-side expansion valve 17 . The chiller-side expansion valve 17 may be a full-open type EXV.

As the opening degree of the chiller-side expansion valve 17 is varied, the flow rate of the refrigerant guided toward the battery chiller 37 can be varied. For example, when the opening degree of the chiller-side expansion valve 17 is larger than a reference opening degree, the flow rate of the refrigerant guided toward the battery chiller 37 may increase compared to a reference flow rate, and when the opening degree of the chiller-side expansion valve 17 is smaller than the reference opening degree, the flow rate of the in Direction of the battery chiller 37 conducted refrigerant to be similar to the reference flow rate or decrease compared to the reference flow rate. Specifically, the reference opening degree may be an opening degree of the chiller-side expansion valve 17 for maintaining a target evaporator temperature, and the reference flow rate may be a flow rate of refrigerant guided toward the battery chiller 37 when the chiller-side expansion valve 17 is opened to the reference opening degree. In other words, when the chiller-side expansion valve 17 is opened to the reference open degree, the refrigerant can be guided toward the battery chiller 37 at the corresponding reference flow rate.

While the opening degree of the chiller-side expansion valve 17 is adjusted by the controller 100, the flow rate of the refrigerant routed toward the battery chiller 37 can be varied, and consequently the flow rate of the refrigerant routed toward the evaporator 31 can be varied. While adjusting the opening degree of the chiller-side expansion valve 17, the refrigerant can be distributed into the evaporator 31 and the battery chiller 37 at a predetermined rate, and hence the cooling of the HVAC subsystem 11 and the cooling of the battery chiller 37 can be performed simultaneously or selectively.

The HVAC subsystem 11 may further include a refrigerant bypass line 39 connecting a downstream location of the water-cooled heat exchanger 70 and the branch line 36 . An inlet of the refrigerant bypass line 39 may be connected to the downstream of the water-cooled heat exchanger 70 and an outlet of the refrigerant bypass line 39 may be connected to the branch line 36 . Into the Specifically, the inlet of the bypass refrigerant line 39 may be connected to a location between the water-cooled heat exchanger 70 and the outdoor heat exchanger 35 and the outlet of the bypass refrigerant line 39 may be connected to a location between the battery chiller 37 and the compressor 32 in the branch line 36 . A first three-way valve 61 may be positioned at a junction between the inlet of the refrigerant bypass line 39 and the refrigerant loop 21 .

The first three-way valve 61 can be arranged between the outdoor heat exchanger 35 and the water-cooled heat exchanger 70 in the refrigerant loop 21 . When the first three-way valve 61 is switched to open the inlet of the refrigerant bypass line 39 , the refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 can be directed toward the compressor 32 through the refrigerant bypass line 39 . In other words, when the inlet of the refrigerant bypass line 39 is opened by the switching of the first three-way valve 61 , the refrigerant can bypass the outdoor heat exchanger 35 . When the first three-way valve 61 is switched to close the inlet of the refrigerant bypass line 39, the refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 cannot flow through the refrigerant bypass line 39 and be directed toward the outdoor heat exchanger 35 . In other words, when the inlet of the refrigerant bypass line 39 is closed by switching the first three-way valve 61 , the refrigerant can flow through the outdoor heat exchanger 35 .

The controller 100 can be configured to perform respective operations of the shutoff valve 15a, the refrigeration-side expansion valve 15, the heating-side expansion valve 16, the chiller-side expansion valve 17, the compressor 32, and the like so that the overall operation of the HVAC subsystem 11 can be performed by the controller 100 . According to an exemplary embodiment, the controller 100 may be a full automatic temperature control (FATC) system.

When the HVAC subsystem 11 operates in a cooling mode, the shutoff valve 15a of the cooling-side expansion valve 15 can be opened and the refrigerant can flow through the compressor 32, the indoor condenser 33, the heating-side expansion valve 16, the third passage 73 of the water-cooled heat exchanger 70, in order the outdoor heat exchanger 35, the cooling side expansion valve 15 and the evaporator 31 circulate.

When the HVAC subsystem 11 operates in the heating mode, the shutoff valve 15a of the cooling-side expansion valve 15 can be closed and the refrigerant can be sequentially passed through the compressor 32, the indoor condenser 33, the heating-side expansion valve 16, the third passage 73 of the water-cooled heat exchanger 70, the outdoor heat exchanger 35, the chiller-side expansion valve 17, the first passage 37a of the battery chiller 37, and the compressor 32 circulate. During the heating operation of the HVAC subsystem 11, when the stop valve 15a of the cooling-side expansion valve 15 is closed and the inlet of the refrigerant bypass line 39 is opened by switching the first three-way valve 61, the refrigerant can flow through the compressor 32, the indoor condenser 33 in order , the heating-side expansion valve 16, the third passage 73 of the water-cooled heat exchanger 70, the refrigerant bypass line 39 and the compressor 32 circulate.

Battery cooling subsystem 12 may be configured to cool battery pack 41 using battery coolant circulating in battery coolant loop 22 . The battery coolant loop 22 may be fluidly connected to the battery pack 41 , a heater 42 , the battery chiller 37 , a first battery side pump 44 , a battery cooler 43 , a storage tank 48 , and a second battery side pump 45 . In 1 The battery coolant may flow sequentially through the battery pack 41, the heater 42, the battery chiller 37, the first battery-side pump 44, the battery cooler 43, the storage tank 48, the water-cooled heat exchanger 70 and the second battery-side pump 45 through the battery coolant loop 22.

The battery pack 41 may have a coolant passage through which battery coolant flows inside or outside the battery pack 41 , and the battery coolant loop 22 may be fluidly connected to the coolant passage of the battery pack 41 . The heater 42 may be disposed between the battery chiller 37 and the battery pack 41, and the heater 42 may be configured to heat the coolant circulating through the battery coolant loop 22, thereby warming the coolant. According to an exemplary embodiment, the heater 42 may be a waterheating heater that heats the coolant through heat exchange with a high temperature fluid. According to another exemplary embodiment, heater 42 may be an electric heater.

The battery cooler 43 may be located adjacent to the front grille of the vehicle and the Battery cooler 43 can be cooled by the ambient air forcedly blown by the cooling fan 75 . The battery cooler 43 may be arranged adjacent to the outdoor heat exchanger 35 . First battery-side pump 44 may allow battery coolant to circulate through at least a portion of battery coolant loop 22 and second battery-side pump 45 may allow battery coolant to circulate through at least a portion of battery coolant loop 22 .

The first battery-side pump 44 may be located at an upstream location of the battery cooler 43 in the battery coolant loop 22 . The first battery-side pump 44 may be configured to forcibly pump the battery coolant into an inlet of the battery cooler 43 , thereby allowing the battery coolant to flow through the battery cooler 43 . The second battery-side pump 45 may be located at an upstream location of the battery pack 41 in the battery coolant loop 22 . The second battery-side pump 45 may forcibly pump the battery coolant into the battery pack 41 , thereby allowing the battery coolant to flow through the battery pack 41 .

The first battery-side pump 44 and the second battery-side pump 45 may be configured to operate individually and selectively according to the heating state and charging condition of the battery pack 41, the operating condition of the HVAC subsystem 11, and the like. The storage tank 48 may be arranged between an outlet of the battery cooler 43 and an inlet of the second battery-side pump 45 .

The battery cooling subsystem 12 may further include a first battery bypass line 46 that allows battery coolant to bypass the battery cooler 43 . The first battery bypass line 46 may directly connect the upstream location of the battery cooler 43 and a downstream location of the battery cooler 43 in the battery coolant loop 22 .

An inlet of the first battery bypass line 46 may be connected to a location between the battery chiller 37 and the inlet of the battery cooler 43 in the battery coolant loop 22 . In particular, the inlet of the first battery bypass line 46 may be connected to a location between the battery chiller 37 and an inlet of the first battery side pump 44 in the battery coolant loop 22 .

An outlet of the first battery bypass line 46 may be connected to a location between the battery chiller 37 and the outlet of the battery cooler 43 in the battery coolant loop 22 . In particular, the outlet of the first battery bypass line 46 may be connected to a location between the inlet of the second battery-side pump 45 and an outlet of the storage tank 48 in the battery coolant loop 22 .

While the battery coolant flows from an outlet of the battery chiller 37 to the inlet of the second battery-side pump 45 through the first battery bypass line 46, the battery coolant can bypass the first battery-side pump 44, the battery cooler 43, the storage tank 48 and the water-cooled heat exchanger 70 and consequently, the battery coolant flowing through the first battery bypass line 46 can be circulated through the battery pack 41, the heater 42, and the battery chiller 37 in order by the second battery-side pump 45.

The battery cooling subsystem 12 may further include a second battery bypass line 47 that allows battery coolant to bypass the battery pack 41 , heater 42 , and battery chiller 37 . The second battery bypass line 47 may directly connect a downstream location of the battery chiller 37 and the upstream location of the battery pack 41 in the battery coolant loop 22 .

An inlet of the second battery bypass line 47 may be connected to a location between the outlet of the first battery bypass line 46 and the outlet of the battery cooler 43 in the battery coolant loop 22 . In particular, the inlet of the second battery bypass line 47 may be connected to a location between the outlet of the first battery bypass line 46 and the outlet of the storage canister 48 in the battery coolant loop 22 .

An outlet of the second battery bypass line 47 may be connected to a location between the inlet of the first battery bypass line 46 and the inlet of the battery cooler 43 in the battery coolant loop 22 . In particular, the outlet of the second battery bypass line 47 may be connected to a location between the inlet of the first battery bypass line 46 and the inlet of the first battery side pump 44 in the battery coolant loop 22 . While the battery coolant flows from the outlet of the battery cooler 43 to the inlet of the first battery-side pump 44 through the second battery bypass line 47, the battery coolant can bypass the battery pack 41, the heater 42 and the battery chiller 37, and consequently the battery can be cooled by the second battery Battery coolant flowing through bypass line 47 in sequence through the battery cooler 43, the storage tank 48 and the water-cooled heat exchanger 70 circulate through the first battery-side pump 44. The first battery bypass line 46 and the second battery bypass line 47 may be parallel to each other.

The battery cooling subsystem 12 may further include a second three-way valve 62 disposed at the inlet of the first battery bypass line 46 . In other words, the second three-way valve 62 may be located at a junction between the inlet of the first battery bypass line 46 and the battery coolant loop 22 . When the second three-way valve 62 is switched to open the inlet of the first battery bypass line 46, a portion of the battery coolant (from the battery chiller 37) can flow through the first battery bypass line 46 so that it can bypass the battery cooler 43. and the remaining battery coolant (from the battery cooler 43) flows through the second battery bypass line 47 so that it can bypass the battery pack 41, the heater 42 and the battery chiller 37.

In other words, when the inlet of the first battery bypass line 46 is opened by the switching of the second three-way valve 62, the second three-way valve 62, the first battery bypass line 46 and the second battery bypass line 47 separate the battery coolant loop 22 into two independent circulation loops which are fluidically separated from each other. The battery coolant flowing through the first battery bypass line 46 can bypass the first battery-side pump 44, the battery cooler 43, the storage tank 48 and the water-cooled heat exchanger 70, and sequentially through the battery pack 41, the heater 42 and the battery chiller 37 through the second battery-side pump 45 circulate. The battery coolant flowing through the second battery bypass line 47 can bypass the second battery-side pump 45, the battery pack 41, the heater 42 and the battery chiller 37, and sequentially through the battery cooler 43, the storage tank 48 and the water-cooled heat exchanger 70 through the first battery-side pump 44 circulate.

When the second three-way valve 62 is switched to close the inlet of the first battery bypass line 46 , the battery coolant cannot flow through the first battery bypass line 46 . In other words, when the inlet of the first battery bypass line 46 is closed by the switching of the second three-way valve 62 , the battery coolant can circulate through the battery coolant loop 22 .

The battery cooling subsystem 12 may be actuated by a battery management system 110 . The battery management system 110 may be configured to monitor the condition of the battery pack 41 and perform cooling of the battery pack 41 in response to determining that the temperature of the battery pack 41 is greater than or equal to a predetermined temperature. The battery management system 110 may be configured to transmit an instruction to cool the battery pack 41 to the controller 100, and thus the controller 100 may be configured to actuate the compressor 32 to be activated and actuate the chiller-side expansion valve 17 to open. When operation of the HVAC subsystem 11 is not required during cooling operation of the battery pack 41, the controller 100 may be configured to actuate the cooling-side expansion valve 15 to close. In addition, the battery management system 110 may be configured to perform the actuation of the first battery-side pump 44, the actuation of the second battery-side pump 45, and the switching of the second three-way valve 62 as needed so that the battery coolant can bypass the battery cooler 43 and flow through the battery pack 41 and the battery chiller 37 can circulate.

The powertrain cooling subsystem 13 may be configured to cool the electric motor 51 and the electrical/electronic components 52 of the powertrain using the powertrain coolant circulated through the powertrain coolant loop 23 . The powertrain coolant loop 23 may be fluidly connected to a powertrain cooler 53 , a reservoir 56 , a powertrain side pump 54 , the electrical/electronic components 52 , the electric motor 51 , and the first passage 71 of the water-cooled heat exchanger 70 . In 1 For example, powertrain coolant may flow sequentially through powertrain cooler 53, reservoir 56, powertrain-side pump 54, electrical/electronic components 52, electric motor 51, and first pass 71 of water-cooled heat exchanger 70 through powertrain coolant loop 23.

The electric motor 51 may include a coolant passage through which powertrain coolant flows inside or outside the electric motor 51 , and the powertrain coolant loop 23 may be fluidly connected to the coolant passage of the electric motor 51 . The electrical/electronic components 52 may be one or more electrical/electronic components related to driving the electric motor 51, such as an inverter on-board charger (OBC) and a low DC-DC converter (LDC). The electrical/electronic components 52 may include a coolant passage through which coolant flows inside or outside the electrical/electronic components 52 and the powertrain coolant loop 23 may be fluidly connected to the coolant passage of the electrical/electronic components 52 .

The powertrain cooler 53 may be located adjacent to the vehicle's front grille, and the powertrain cooler 53 may be cooled by the ambient air forced by the cooling fan 75 . The outdoor heat exchanger 35, the battery cooler 43 and the powertrain cooler 53 can be arranged adjacent to each other on the front of the vehicle, so that the outdoor heat exchanger 35, the battery cooler 43 and the powertrain cooler 53 can contact the ambient air and can exchange heat with the ambient air. The cooling fan 75 may be arranged behind the outdoor heat exchanger 35 , the battery cooler 43 and the power train cooler 53 .

The powertrain side pump 54 may be located upstream of the electric motor 51 and electrical/electronic components 52 , and the powertrain side pump 54 may allow powertrain coolant to circulate within the powertrain coolant loop 23 . The powertrain cooling subsystem 13 may further include a powertrain bypass line 55 that allows powertrain coolant to bypass the powertrain cooler 53 . The powertrain bypass line 55 may directly connect an upstream location of the powertrain cooler 53 and a downstream location of the powertrain cooler 53 in the powertrain coolant loop 23 such that powertrain coolant flows from an outlet of the electric motor 51 toward an inlet of the driveline-side pump 54 through the powertrain Bypass line 55 can be routed, and consequently coolant can bypass powertrain cooler 53 .

An inlet of powertrain bypass line 55 may be connected to a location between storage canister 56 and electrical/electronic components 52 in powertrain coolant loop 23 . Specifically, the inlet of the powertrain bypass line 55 may be connected to a location between the storage tank 56 and the inlet of the driveline pump 54 in the powertrain coolant loop 23 . An outlet of the powertrain bypass line 55 may be connected to a location between the electric motor 51 and the powertrain cooler 53 in the powertrain coolant loop 23 .

The powertrain cooling subsystem 13 may further include a third three-way valve 53 disposed at the inlet of the powertrain bypass line 55 . When the third three-way valve 63 is switched to open the inlet of the powertrain bypass line 55, the powertrain coolant can flow through the powertrain bypass line 55 so that it can bypass the powertrain cooler 53, and consequently the powertrain coolant can flow through the in turn Electric motor 51, the first passage 71 of the water-cooled heat exchanger 70, the powertrain bypass line 55, the powertrain-side pump 54 and the electrical / electronic components 52 circulate. When the third three-way valve 63 is switched to close the inlet of the powertrain bypass line 55, the powertrain coolant cannot flow through the powertrain bypass line 55, and the powertrain coolant can flow sequentially through the electric motor 51, the first passage 71 of the water-cooled Heat exchanger 70, the powertrain cooler 53, the storage tank 56, the powertrain-side pump 54 and the electrical / electronic components 52 circulate.

The storage tank 56 may be located on the downstream side of the powertrain cooler 53 . Specifically, the storage tank 56 may be located between the powertrain cooler 53 and the third three-way valve 63 in the powertrain coolant loop 23 . In the powertrain cooling subsystem 13 , switching of the third three-way valve 63 and actuation of the powertrain-side pump 54 may be actuated by the controller 100 . Heat dissipation from powertrain components, such as electric motor 51 and electrical/electronic components 52, may increase relatively when the vehicle travels a predetermined distance or when the battery is rapidly charged.

The thermal management system of a vehicle according to an exemplary embodiment of the present disclosure may include an inside temperature sensor 81 configured to measure an inside temperature of the passenger compartment, an outside temperature sensor or ambient temperature sensor 82 configured to measure an ambient temperature of the vehicle, a solar radiation sensor 83 configured to measure a amount of solar radiation transmitted to the vehicle, a first coolant temperature sensor 84 configured to measure a Tem temperature of the powertrain coolant, and a second coolant temperature sensor 85 configured to measure a temperature of the battery coolant.

The inside temperature sensor 81 may be arranged in the passenger compartment to measure the inside temperature in real time. The internal temperature measured by the internal temperature sensor 81 can be used for optimal control of the HVAC subsystem 11 . Ambient temperature sensor 81 may be located adjacent to the vehicle's front grille to measure the vehicle's ambient temperature, and the ambient temperature measured by ambient temperature sensor 82 may be used for optimal control of HVAC subsystem 11 .

The solar radiation sensor 83 may be arranged on a front windshield or a roof of the vehicle to measure the amount of solar radiation transmitted to the vehicle. The amount of solar radiation measured by the solar radiation sensor 83 can be used to optimally control the HVAC subsystem 11 . The first coolant temperature sensor 84 may be disposed on the downstream side of the powertrain components 51 and 52 along the flow direction of powertrain coolant in the powertrain coolant loop 23 . In particular, the first coolant temperature sensor 84 may be positioned between the powertrain components 51 and 52 and the first pass 71 of the water-cooled heat exchanger 70 in the powertrain coolant loop 23 . First coolant temperature sensor 84 may be configured to measure the temperature of powertrain coolant that has heat exchanged with powertrain components 51 and 52 . In other words, first coolant temperature sensor 84 may be configured to measure the temperature of powertrain coolant that has absorbed heat from powertrain components 51 and 52 .

The second coolant temperature sensor 85 may be arranged on the downstream side of the battery cooler 43 along the flow direction of the battery coolant in the battery coolant loop 22 . In particular, the second coolant temperature sensor 85 may be located between the battery cooler 43 and the second pass 72 of the water-cooled heat exchanger 70 in the battery coolant loop 22 . The second coolant temperature sensor 85 may be configured to measure the temperature of battery coolant that has heat exchanged with the battery cooler 43 . In other words, the second coolant temperature sensor 85 may be configured to measure the temperature of the battery coolant that has absorbed heat from the ambient air.

The controller 100 may be configured to manage the operations of the HVAC subsystem 11, the battery cooling subsystem 12, and the powertrain cooling subsystem 13 using the interior temperature sensor 81, the ambient temperature sensor 82, the solar radiation sensor 83, the first coolant temperature sensor 84, the second coolant temperature sensor 85, a humidity sensor, a high-side pressure sensor, a low-side pressure sensor, an evaporator temperature sensor, and the like.

the 2 until 4 10 illustrate a method for controlling heating of a thermal management system of a vehicle according to exemplary embodiments of the present disclosure.

According to the exemplary embodiments shown in FIGS 2 and 3 As illustrated, the heating operation of the HVAC subsystem 11 may be performed by allowing a refrigerant circulating in the HVAC subsystem 11 to extract heat from the ambient air and/or waste heat from the powertrain components 51 and 52 based on a heat rejection Q from the powertrain components 51 and 52 absorbed.

According to the exemplary embodiment shown in 4 As illustrated, the heating operation of the HVAC subsystem 11 may be performed by allowing a refrigerant circulating in the HVAC subsystem 11 to remove heat from the powertrain components 51 and 52 and/or from the ambient air based on a heat load of the HVAC subsystem 11 absorbed.

2 FIG. 11 illustrates a flowchart of a method for controlling heating of a thermal management system of a vehicle according to an exemplary embodiment of the present disclosure. The controller 100 may be configured to determine whether heating of the passenger compartment is required (S1). The controller 100 may be configured to, based on an ambient air temperature measured by the ambient temperature sensor 82, an inside temperature measured by the inside temperature sensor 81, a desired heating temperature set by a user (an occupant), a temperature of the air (the temperature above the evaporator) and the like to determine that heating of the vehicle compartment is required. For example, the controller 100 may be configured to, in response to the determination men that the ambient air temperature is less than a predetermined reference ambient air temperature to determine that heating of the passenger compartment is required.

As another example, the controller 100 may be configured to determine that heating of the passenger compartment is required when the interior temperature is lower than the ambient air temperature. As another example, the controller 100 may be configured to determine that heating of the passenger compartment is required in response to determining that a cabin setting temperature is higher than the interior temperature. As another example, the controller 100 may be configured to determine that heating of the passenger compartment is required in response to determining that the temperature of air that has flowed across the evaporator is less than a reference air temperature. In response to determining that passenger compartment heating is required, the controller 100 may be configured to activate the compressor 32 (S2). The rotational speed of the compressor 32 can be determined according to the settings of the internal temperature etc. and can be varied over time.

The controller 100 may be configured to determine whether the heat rejection Q from the powertrain components 51 and 52 is greater than or equal to a reference heat rejection Q _R (S3). The reference heat rejection Q _R may be defined as a heat rejection that causes the refrigerant circulating in the HVAC subsystem 11 to vaporize by absorbing the heat rejection Q by the powertrain components 51 and 52 . For example, when the vehicle travels a predetermined distance for a predetermined period of time or fast charging is performed, the heat output Q may increase above the reference heat output Q _R , and when the vehicle is initially started, the heat output Q may be less than the reference heat output Q _R .

In response to determining that the heat rejection Q from the powertrain components is greater than or equal to the reference heat rejection Q _R , the controller 100 may be configured to activate the powertrain-side pump 54 and stop the first battery-side pump 44 (S4), where thereby, the battery coolant is prevented from flowing through the battery cooler 43, and consequently the battery coolant can be prevented from heat-exchanging with the ambient air through the battery cooler 43. Consequently, the refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 can only heat-exchange with the powertrain coolant flowing through the first passage 71 of the water-cooled heat exchanger 70 without heat-exchanging with the battery coolant. The powertrain coolant flowing through the first passage 71 of the water-cooled heat exchanger 70 may be heated by heat generated by the powertrain components. In the water-cooled heat exchanger 70 , the refrigerant can heat-exchange with the heated powertrain coolant and absorb heat from the powertrain components (waste heat recovery) so that it can be sufficiently heated and vaporized, which can meet the heat load of the HVAC subsystem 11 .

In other words, when the heat output Q is greater than or equal to the reference heat output Q _R , the low-temperature refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 can absorb heat from the power train components 51 and 52 so that it is sufficiently heated become and evaporate. When the temperature of the ambient air is lower than or equal to the temperature of the refrigerant heated by the water-cooled heat exchanger 70 , the refrigerant can be cooled by the battery coolant that has heat-exchanged with the ambient air through the battery cooler 43 . In order to prevent the battery coolant from heat-exchanging with the ambient air through the battery cooler 43, the operation of the first battery-side pump 44 may be stopped. While the driveline side pump 54 is activated, driveline coolant may circulate normally through the driveline coolant loop 23 .

In response to determining that the heat rejection Q from the powertrain components 51 and 52 is less than the reference heat rejection Q _R , the controller 100 may be configured to activate the powertrain-side pump 54 and the first battery-side pump 44 (S5), thereby allowing powertrain coolant to flow through powertrain cooler 53 and allowing battery coolant to flow through battery cooler 43 . Through heat exchange with the powertrain coolant flowing through the first passage 71 of the water-cooled heat exchanger 70 and the battery coolant flowing through the second passage 72 of the water-cooled heat exchanger 70, the flowing through the third passage 73 of the water-cooled heat exchanger 70 can Evaporate low temperature refrigerant.

Specifically, the powertrain coolant may absorb heat from the ambient air through the powertrain cooler 53 and absorb heat from the powertrain components 51 and 52 and the battery coolant may absorb heat from the ambient air through the battery cooler 43 . In other words, when the heat output Q is less than the reference heat output Q _R , the refrigerant circulating in the HVAC subsystem 11 can evaporate in the water-cooled heat exchanger 70 by recovering waste heat from the powertrain components 51 and 52 and absorbing heat from the ambient air.

After the compressor 32 is activated (that is, after S12) or when the heat output Q is greater than or equal to the reference heat output Q _R in S3, according to an alternative exemplary embodiment, the inlet of the powertrain bypass line 55 can be closed by switching the third three-way valve 63 be opened so that the powertrain coolant can bypass the powertrain cooler 53, and thus the powertrain coolant can be prevented from heat-exchanging with the ambient air through the powertrain cooler 53. This is because when the ambient air temperature is relatively too low, the powertrain coolant that has heat-exchanged with the ambient air may interfere with the evaporation of the low-temperature refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 .

3 FIG. 12 illustrates a flow chart of a method for controlling heating of a thermal management system of a vehicle, specifically incorporating the embodiment of FIG 2 implemented. In relation to 3 the controller 100 may be configured to determine whether heating of the passenger compartment is required ( S11 ). In response to determining that passenger compartment heating is required, the controller 100 may be configured to activate the compressor 32 (S12). The controller 100 may be configured to monitor a powertrain coolant temperature T1 measured by the first coolant temperature sensor 84 and a battery coolant temperature T2 measured by the second coolant temperature sensor 85 ( S13 ).

The controller 100 may be configured to calculate a temperature difference value (T1-T2) between the powertrain coolant temperature T1 and the battery coolant temperature T2, and determine whether the temperature difference value (T1-T2) is greater than or equal to a reference value T _R is, (S14). The reference value T _R can correspond to the reference heat output Q _R . In response to determining that the temperature differential value (T1-T2) between the powertrain coolant temperature T1 and the battery coolant temperature T2 is greater than or equal to the reference value T _R , the controller 100 may be configured to determine that the Heat rejection Q from powertrain components 51 and 52 is relatively high, and in response to determining that the temperature differential value (T1-T2) between powertrain coolant temperature T1 and battery coolant temperature T2 is less than reference value T _R , the controller may 100 may be configured to determine that the heat dissipation Q from powertrain components 51 and 52 is relatively low.

In response to determining that the temperature differential value (T1-T2) between the powertrain coolant temperature T1 and the battery coolant temperature T2 is greater than or equal to the reference value T _R , the controller 100 may be configured to determine that the Heat output Q from the powertrain components 51 and 52 is greater than or equal to the reference heat output Q _R . The controller 100 may be configured to activate the powertrain-side pump 54 and stop the first battery-side pump 44 (S15), thereby preventing the battery coolant from flowing through the battery cooler 43, and consequently the battery coolant can be prevented from flowing exchanges heat with the ambient air through the battery cooler 43 . The low-temperature refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 can heat-exchange only with the powertrain coolant flowing through the first passage 71 of the water-cooled heat exchanger 70 without heat-exchanging with the battery coolant.

The powertrain coolant flowing through the first passage 71 of the water-cooled heat exchanger 70 may be heated by heat rejection from the powertrain components. In the water-cooled heat exchanger 70, the low-temperature refrigerant can heat-exchange with the heated powertrain coolant and absorb heat from the powertrain components (waste heat recovery) so that the same can be sufficiently heated and evaporated, which can meet the heat load of the HVAC subsystem 11. In other words, when the temperature difference value (T1-T2) between the powertrain coolant temperature T1 and the battery coolant temperature T2 is greater than or equal to the reference value T _R , the refrigerant circulating in the HVAC subsystem 11 can be sufficiently in the water-cooled heat exchanger 70 by recovering the waste heat from the powertrain components.

When the temperature difference value (T1-T2) between the powertrain coolant temperature T1 and the battery coolant temperature T2 is less than the reference value T _R , the controller 100 may be configured to determine that the heat rejection Q from the powertrain components 51 and 52 is less than the reference heat output Q _R . Controller 100 may be configured to activate powertrain-side pump 54 and first battery-side pump 44 (S16), thereby allowing powertrain coolant to flow through powertrain cooler 53 and allowing battery coolant to flow through battery cooler 43 flows through. The low-temperature refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 can heat-exchange with the powertrain coolant flowing through the first passage 71 of the water-cooled heat exchanger 70 and heat-exchange with the battery coolant flowing through the second passage 72 of the water-cooled heat exchanger 70 flows through.

The powertrain coolant may absorb heat from the ambient air through the powertrain cooler 53 and absorb heat from the powertrain components 51 and 52 and the battery coolant may absorb heat from the ambient air through the battery cooler 43 . In other words, when the temperature difference value (T1-T2) between the powertrain coolant temperature T1 and the battery coolant temperature T2 is smaller than the reference value T _R , the refrigerant circulating in the HVAC subsystem 11 can be sufficiently recovered in the water-cooled heat exchanger 70 by recovering Evaporating waste heat from the powertrain components and absorbing heat from the surrounding air. After S16, the method can return to S13.

After the powertrain side pump 54 and the first battery side pump 44 are activated, the cooling fan 75 may be activated or the active louver 88 opened to absorb more heat from the ambient air. However, when the ambient air temperature is low, the cooling fan 75 may be stopped or the active louver 88 may be closed.

According to an alternative exemplary embodiment, after the compressor 32 is activated (i.e. after S12) or when the temperature difference value (T1-T2) is greater than or equal to the reference value T _R in S14, the inlet of the powertrain bypass line 55 can be closed by the switching of the third three-way valve 63 can be opened so that the power-train coolant can bypass the power-train cooler 53, and consequently the power-train coolant can be prevented from heat-exchanging with the ambient air through the power-train cooler 53. This is because when the ambient air temperature is relatively too low, the powertrain coolant that has heat-exchanged with the ambient air may affect the evaporation of the low-temperature refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 .

4 12 illustrates a flowchart of a method for controlling heating of a vehicle thermal management system according to another exemplary embodiment of the present disclosure.

The controller 100 may be configured to determine whether passenger compartment heating is required ( S21 ). In response to determining that passenger compartment heating is required, the controller 100 may be configured to activate the compressor 32 (S22). After compressor 32 is activated, according to an example embodiment, controller 100 may be configured to actuate third three-way valve 63 to close the inlet of powertrain bypass line 55 so that powertrain coolant flows through powertrain cooler 53 and powertrain components 51 and 52 can flow through the pump 54 on the drive train side.

The controller 100 may be configured to determine whether a heat load HL required for the heating operation of the HVAC subsystem 11 is less than or equal to a first reference load HL1 (S23). The first reference load HL1 may be a reference load for determining whether the heat load is a light load, and may vary depending on the driving condition and the vehicle's interior and exterior conditions, the heating operation condition of the HVAC subsystem 11, the specification of the vehicle, and the like will.

When the heat load HL is less than or equal to the first reference load HL1, the controller 100 may be configured to determine that the heating operating condition of the HVAC subsystem 11 meets a light load condition. When the heating operation condition of the HVAC subsystem 11 satisfies the light load condition, the heat release can Q of powertrain components 51 and 52 can be relatively small. Even if the refrigerant circulating in the HVAC subsystem 11 absorbs heat from the powertrain components 51 and 52, the heat capacity of the HVAC subsystem 11 may be relatively small, and therefore there is no heat gain in the HVAC subsystem 11.

When the heat load HL is less than or equal to the first reference load HL1, the controller 100 may be configured to stop the powertrain-side pump 54 and activate only the first battery-side pump 44 (S24) so that the HVAC subsystem 11 circulating refrigerant can exchange heat with the battery coolant, which has absorbed heat from the surrounding air. While the first battery-side pump 44 is activated, the battery coolant can flow through the battery cooler 43 such that the battery coolant can absorb heat from the ambient air through the battery cooler 43, and consequently the refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 can flow with it be heated at a low temperature and vaporized by the battery coolant that has absorbed heat from the surrounding air. While the powertrain-side pump 54 is stopped, the powertrain coolant cannot circulate through the powertrain coolant loop 23 and the low-temperature refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 cannot perform heat exchange with the powertrain coolant. In particular, the first battery-side pump 44 may operate at a relatively low speed that is adjusted based on the thermal load, i.e., light load, of the HVAC subsystem 11 .

On the other hand, when the controller 100 stops the first battery-side pump 44 and activates only the powertrain-side pump 54 in S24 , the refrigerant can perform heat exchange with the powertrain coolant in the water-cooled heat exchanger 70 . In particular, however, the flow rate of the power train coolant circulated by the power train side pump 54 is less than the flow rate of the battery coolant circulated by the first battery side pump 44 because the power train coolant loop 23 has a relatively complicated flow path. When the first battery-side pump 44 is stopped and only the power-train side pump 54 is activated in S24, the flow rate of the power-train coolant may be relatively low, and consequently the heat exchange performance of the refrigerant in the water-cooled heat exchanger 70 may be relatively reduced. In consideration of this, only the first battery-side pump 44 can be activated in S24, and consequently the heat exchange performance of the refrigerant can be improved and the power consumption can be reduced.

If the thermal load HL is higher than the first reference load HL1 in S23, the controller 100 may be configured to determine whether the thermal load HL is higher than the first reference load HL1 and lower than or equal to a second reference load HL2 (S25) . The second reference load HL2 is a reference load for determining whether the thermal load is an intermediate load, and the second reference load HL2 may be higher than the first reference load HL1. The second reference load HL2 may be varied depending on the driving condition and the vehicle's interior and exterior conditions, the heating operation condition of the HVAC subsystem 11, the specification of the vehicle, and the like.

When the heat load HL is greater than the first reference load HL1 and less than or equal to the second reference load HL2, the controller 100 may be configured to determine that the heating operating condition of the HVAC subsystem 11 meets a medium load condition. When the heating operating condition of the HVAC subsystem 11 satisfies the medium load condition, the heat output Q from the powertrain components 51 and 52 may increase relatively compared to the light load condition.

If the thermal load HL is higher than the first reference load HL1 and lower than or equal to the second reference load HL2, the controller 100 may be configured to activate the first battery-side pump 44 and the powertrain-side pump 54 (S26) so that the in refrigerants circulating in the HVAC subsystem 11 can exchange heat with battery coolant, which has absorbed heat from the ambient air, and can exchange heat with powertrain coolant, which has absorbed heat from the powertrain components 51 and 52 and from the ambient air. While the first battery-side pump 44 is activated, the battery coolant can flow through the battery cooler 43 such that the battery coolant can absorb heat from the ambient air through the battery cooler 43, and consequently the low-temperature refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70, through which battery coolant that has absorbed heat from the ambient air is heated and vaporized.

While the driveline-side pump 54 is activated, the driveline coolant can flow through the driveline components 51 and 52 and the driveline cooler 53 such that the driveline coolant removes heat from the Powertrain components 51 and 52 and heat from the ambient air can be absorbed by the powertrain cooler 53, and consequently the low-temperature refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 can be replaced by the powertrain coolant that carries heat from the powertrain components 51 and 52 and absorbed from the surrounding air, are heated and vaporize. In particular, the first battery-side pump 44 and the powertrain-side pump 54 may operate at a relatively intermediate speed that is adjusted based on the heat load, ie, average load, of the HVAC subsystem 11 .

In response to determining in S25 that the thermal load HL is higher than the second reference load HL2, the controller 100 may be configured to determine whether the thermal load HL exceeds the second reference load HL2 and the heat dissipation Q from the powertrain components 51 and 52 is less than a heat capacity W _hp generated by the heating operation of the HVAC subsystem 11 (S27). The heat rejection Q can be calculated using the first coolant temperature sensor 84 and a flow sensor mounted on the powertrain coolant loop 23, and the heat capacity W _hp can be calculated using the coefficient of performance (COP) of the HVAC subsystem 11, the power consumption of the compressor 32, etc. be calculated.

When the heat load HL exceeds the second reference load HL2 and the heat output Q is less than the heat capacity W _hp , the controller 100 may be configured to determine that the heating operating condition of the HVAC subsystem 11 meets a high load condition and the heat output Q of the powertrain components 51 and 52 alone is insufficient to cause the refrigerant circulating in the HVAC subsystem 11 to vaporize.

If the heat load HL exceeds the second reference load HL2 and the heat rejection Q is less than the heat capacity W _hp , the controller 100 may be configured to activate the first battery-side pump 44 and the powertrain-side pump 54 (S28) so that the HVAC subsystem 11 can exchange heat with battery coolant that has absorbed heat from the ambient air and can exchange heat with powertrain coolant that has absorbed heat from the powertrain components 51 and 52 and from the ambient air. While the first battery-side pump 44 is activated, the battery coolant can flow through the battery cooler 43 such that the battery coolant can absorb heat from the ambient air through the battery cooler 43, and consequently the low-temperature refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70, through which battery coolant that has absorbed heat from the ambient air is heated and evaporates.

While drivetrain-side pump 54 is activated, drivetrain coolant may flow through drivetrain components 51 and 52 and drivetrain cooler 53, allowing drivetrain coolant to absorb heat from drivetrain components 51 and 52 and heat from the ambient air through drivetrain cooler 53, and consequently the low temperature refrigerant flowing through the third passage 73 of the water-cooled heat exchanger 70 is heated and vaporized by the powertrain coolant that has absorbed heat from the powertrain components 51 and 52 and from the ambient air. In particular, the first battery-side pump 44 and the powertrain-side pump 54 can operate at a relatively high speed (the highest speed) that is adjusted based on the thermal load, i.e., high load, of the HVAC subsystem 11 .

The controller may be configured to determine whether the heat load HL exceeds the second reference load HL2 and the heat dissipation Q from the powertrain components 51 and 52 is greater than or equal to the heat capacity W _hp generated by the heating operation of the HVAC subsystem 11 becomes, (S29). When the heat load HL exceeds the second reference load HL2 and the heat output Q is greater than or equal to the heat capacity W _hp , the controller 100 may be configured to determine that the heating operating condition of the HVAC subsystem 11 meets a high load condition and the heat output Q of the powertrain components 51 and 52 is sufficient to cause the refrigerant circulating in the HVAC subsystem 11 to vaporize.

When the heat load HL exceeds the second reference load HL2 and the heat output Q is greater than or equal to the heat capacity W _hp , the controller 100 may be configured to perform switching of the third three-way valve 63 to open the inlet of the powertrain bypass line 55 . When the inlet of the powertrain bypass line 55 is opened by switching the third three-way valve 63, the powertrain coolant can flow through the powertrain bypass line 55 and bypass the powertrain cooler 53, and consequently the powertrain coolant cannot transfer heat from the ambient air through the powertrain cooler 53 absorb. In other words, while the inlet of the powertrain bypass line 55 is opened by the switching of the third three-way valve 63, the powertrain coolant can be prevented from being directed towards the powertrain cooler 53 (S30), and the powertrain coolant can flow through the powertrain components 51 and 52 flow through.

The controller 100 may be configured to stop the first battery-side pump 44 and activate the powertrain-side pump 54 (S31) so that the refrigerant circulating in the HVAC subsystem 11 can only flow through the powertrain components 51 and 52, and consequently can flow the powertrain coolant only absorbs heat from the powertrain components 51 and 52 and the refrigerant circulating in the HVAC subsystem 11 exchanges heat only with the powertrain coolant that has absorbed heat from the powertrain components 51 and 52 . The powertrain coolant may circulate through the powertrain components 51 and 52 and the first pass 71 of the water-cooled heat exchanger 70, and the refrigerant circulating in the HVAC subsystem 11 may be heated and vaporized by only the powertrain coolant that has absorbed heat from the powertrain components 51 and 52. Here, the powertrain-side pump 54 can operate at a relatively high speed (the highest speed) that is set based on the thermal load, i.e., highest load, of the HVAC subsystem 11 .

The first battery-side pump 44 may operate at a first speed set relatively low based on the light load condition when the heating operating condition of the HVAC subsystem 11 meets the light load condition, operate at a second speed set based on the light load condition is set to medium based on the medium load condition when the heating operation condition of the HVAC subsystem 11 satisfies the medium load condition, and act at a third speed set relatively high based on the high load condition when the heating operation condition of the HVAC subsystem 11 satisfies the high load condition. The second speed may be greater than the first speed and the third speed may be greater than the second speed. In other words, the speed of the first battery-side pump 44 may increase in proportion to the thermal load.

The power train side pump 54 may not operate when the heating operation condition of the HVAC subsystem 11 satisfies the light load condition, operate at a fourth speed set to medium based on the medium load condition when the heating operation condition of the HVAC Subsystems 11 satisfies the medium load condition and operate at a fifth speed set high based on the high load condition when the heating operation condition of the HVAC subsystem 11 satisfies the high load condition. The fifth speed may be greater than the fourth speed. In other words, the speed of the driveline pump 54 may increase in proportion to the heat load.

According to an exemplary embodiment, the heat load HL may be defined by the pressure of the refrigerant discharged from the outlet of the compressor 32, ie, a discharge pressure P of the compressor 32. The first reference load HL1 may be defined as a first reference pressure P1 and the second reference load HL2 may be defined as a second reference pressure P2. When the discharge pressure P of the compressor 32 is less than or equal to the first reference pressure P1, the controller 100 may be configured to determine that the heating operating condition of the HVAC subsystem 11 satisfies the light load condition. When the discharge pressure P of the compressor 32 exceeds the first reference pressure P1 and is less than or equal to the second reference pressure P2, the controller 100 may be configured to determine that the heating operating condition of the HVAC subsystem 11 meets the medium load condition . When the discharge pressure P of the compressor 32 exceeds the second reference pressure P2, the controller 100 may be configured to determine that the heating operation condition of the HVAC subsystem 11 satisfies the high load condition.

According to another exemplary embodiment, the heat load HL may be defined by the speed of the compressor 32 . The first reference load HL1 may be defined as a first speed RPM1 and the second reference load HL2 may be defined as a second speed RPM2. When the speed of the compressor 32 is less than or equal to the first speed RPM1, the controller 100 may be configured to determine that the heating operating condition of the HVAC subsystem 11 meets the light load condition. When the speed of the compressor 32 exceeds the first speed RPM1 and is less than or equal to the second speed RPM2, the controller 100 may be configured to determine that the heating operating condition of the HVAC subsystem 11 meets the medium load condition. When the speed of the compressor 32 exceeds the second speed RPM2, the controller 100 may be configured to determine that the heating operating condition of the HVAC subsystems 11 meets the condition with a high load.

As set forth above, the thermal management system of a vehicle according to exemplary embodiments of the present disclosure may allow the refrigerant circulating in the HVAC subsystem to selectively remove heat from the ambient air and/or waste heat from the electrical/electronic components according to driving conditions, vehicle loading conditions, heating operation conditions of the HVAC subsystem and the like during the heating operation of the HVAC subsystem, thereby achieving an evaporation performance of the refrigerant, and consequently the desired heating performance of the HVAC subsystem can be satisfied.

According to exemplary embodiments of the present disclosure, when the heat rejection from the powertrain components (the electric motor, the electrical/electronic components, etc.) is relatively high, the refrigerant circulating in the HVAC subsystem can absorb heat from the powertrain components such that the desired heating performance of the HVAC subsystem can be met, and when the heat rejection from the powertrain components is relatively low, the refrigerant circulating in the HVAC subsystem absorbs heat from the powertrain components and from the ambient air so that the desired heating performance of the HVAC subsystem can be met .

According to exemplary embodiments of the present disclosure, when the heat load required for heating operation of the HVAC subsystem is a medium load or a high load, the refrigerant circulating in the HVAC subsystem may absorb heat from the powertrain components and/or from the ambient air, so that the desired heating performance of the HVAC subsystem can be satisfied, and when the heat load required for the heating operation of the HVAC subsystem is a small load, the refrigerant circulating in the HVAC subsystem absorbs heat from the surrounding air, so that the desired heating performance of the HVAC subsystems can be met.

Although the present disclosure has been described above with reference to exemplary embodiments and the accompanying drawings, the present disclosure is not limited thereto but can be variously modified and changed by those skilled in the art to which the present disclosure pertains, without departing from the spirit and scope of the present disclosure, which are claimed in the following claims.

11

HVAC subsystem

12

Battery Cooling Subsystem Battery Cooling Subsystem

13

Powertrain Cooling Subsystem

15

Cooling side expansion valve

16

Heating side expansion valve

17

Chiller-side expansion valve

21

refrigerant loop

22

battery coolant loop

23

Powertrain coolant loop

30

HVAC enclosure

31

Evaporator

32

compressor

33

interior condenser

35

outdoor heat exchanger

36

branch line

37

battery chiller

38

accumulator

39

Refrigerant bypass line

41

battery pack

42

heater

43

battery cooler

44

First battery pump

45

Second battery pump

46

First bypass line

47

Second bypass line

48

storage tank

51

electric motor

52

Electrical/electronic components

53

powertrain cooler

54

drivetrain pump

55

Drive train bypass line

56

storage tank

61

First three-way valve

62

Second three-way valve

63

Third three-way valve

70

Water-cooled heat exchanger

81

indoor temperature sensor

82

ambient temperature sensor

83

solar radiation sensor

84

First coolant temperature sensor

85

Second coolant temperature sensor

Claims (10)

A method of controlling heating of a vehicle thermal management system that includes a heating, ventilation, and air conditioning (HVAC) subsystem, the method comprising: activating, by a controller, a compressor of the HVAC subsystem in response to determining that heating of a passenger compartment is required; determining, by the controller, whether a heat release from a powertrain component is greater than or equal to a reference heat release; and the controller activating a powertrain-side pump and stopping a battery-side pump in response to determining that the heat output is greater than or equal to the reference heat output, wherein a refrigerant circulating in the HVAC subsystem exchanges heat with a powertrain coolant that has absorbed heat from the powertrain component. procedure after claim 1 , further comprising activating, by the controller, the powertrain-side pump and the battery-side pump in response to determining that the heat output is less than the reference heat output, wherein the refrigerant circulating in the HVAC subsystem heat-exchanges with a battery coolant that absorbs heat from the ambient air while exchanging heat with the powertrain coolant that has absorbed heat from the powertrain component. procedure after claim 2 , wherein the battery-side pump is configured to allow the battery coolant to flow through a battery cooler, the battery cooler is configured to contact ambient air, and the powertrain-side pump is configured to allow the powertrain coolant to flow through flows through the powertrain component. procedure after claim 1 , further comprising: monitoring, by the controller, a temperature of the powertrain coolant that has absorbed heat from the powertrain component and a temperature of the battery coolant that has absorbed heat from the ambient air; calculating, by the controller, a temperature difference value between the temperature of the powertrain coolant and the temperature of the battery coolant; and determining, by the controller, whether the temperature difference value is greater than or equal to a reference value, wherein the controller is configured to, in response to determining that the temperature difference value is greater than or equal to the reference value, determine that the heat output is greater than or equal to the reference heat output, and wherein the controller is configured to determine that the heat output is less than the reference heat output in response to determining that the temperature difference value is less than the reference value. procedure after claim 4 wherein the temperature of the powertrain coolant is measured by a first coolant temperature sensor located on the downstream side of the powertrain component along a flow direction of the powertrain coolant, and the temperature of the battery coolant is measured by a second coolant temperature sensor located on the downstream side of the battery cooler along is arranged in a flow direction of the battery coolant. A method for controlling heating of a thermal management system of a vehicle that includes a heating, ventilation, and air conditioning (HVAC) subsystem, the method comprising: activating, by a controller, a compressor of the HVAC subsystem in response to determining that heating of a passenger compartment is required; determining, by the controller, whether a heat load required for heating operation of the HVAC subsystem is less than or equal to a first reference load; and the controller activating a battery-side pump and stopping a powertrain-side pump in response to determining that the thermal load is less than or equal to the first reference load, wherein a refrigerant circulating in the HVAC subsystem exchanges heat with a battery coolant that has absorbed heat from the ambient air, and wherein the battery-side pump operates at a first speed. procedure after claim 6 , further comprising: determining, by the controller, whether the thermal load exceeds the first reference load and is less than or equal to a second reference load; and activating, by the controller, the powertrain-side pump and the battery-side pump in response to determining that the thermal load exceeds the first reference load and is less than or equal to the second reference load, the second reference load being greater than the first reference load, the in the HVAC subsystem heat exchanges refrigerants circulating with a powertrain coolant that has absorbed heat from a powertrain component and from the ambient air while exchanging heat with the battery coolant that has absorbed heat from the ambient air, the battery-side pump operating at a second speed, greater than the first speed and wherein the driveline pump operates at a fourth speed. procedure after claim 7 , further comprising: determining, by the controller, whether the heat load exceeds the second reference load and a heat rejection from the powertrain component is less than a heat capacity generated by heating operation of the HVAC subsystem; and activating, by the controller, the powertrain-side pump and the battery-side pump in response to determining that the heat load exceeds the second reference load and the heat rejection is less than the heat capacity, wherein the refrigerant circulating in the HVAC subsystem exchanges heat with the powertrain coolant that has absorbed heat from the powertrain component and from the ambient air while exchanging heat with the battery coolant which has absorbed heat from the ambient air, the battery-side pump operates at a third speed that is higher than the second speed, and the powertrain-side pump acts at a fifth speed higher than the fourth speed. procedure after claim 8 , further comprising: blocking the powertrain coolant from flowing through a powertrain cooler and allowing the powertrain coolant to flow through the powertrain component in response to determining that the heat load exceeds the second reference load and the heat rejection is greater than or equal to the heat capacity is; and activating the powertrain-side pump and stopping the battery-side pump by the controller, wherein the refrigerant circulating in the HVAC subsystem exchanges heat with the powertrain coolant that has absorbed heat from the powertrain component, and wherein the powertrain-side pump operates at the fifth speed. procedure after claim 6 , wherein the battery-side pump is configured to allow battery coolant to flow through a battery cooler, the powertrain-side pump is configured to allow powertrain coolant to flow through a powertrain component and a powertrain cooler, the battery cooler is configured to flow with to contact the ambient air and the powertrain cooler is configured to contact the ambient air.

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